Asskxtfob to william h



J. F. OCONNOR.

CAR CONSTRUCTION. APPLICATION FILED ocT. z3, IQIe.

. J. F. OCONNOR.

CAR CONSTRUCTION. APPLICATION FILED ocr. 23. 191e.

Patented June 1T, 1919.

- INVENTQR. cfaaimaf .nlillll RW@ HAL. ATT EY ORN UNITED sTATEs PATENToEErcE. y

JOHN F. OCONNOR, F CHICAGO, ILLINOIS, ASSIGNOR TO WILLIAM H. MINEB, OFCIAZY, NEW YORK.

CAR. CONSTRUCTION.

useful Improvement in Car Construction, of

which the following is a full, clear, concise, and exact description,reference being had to the accompanying drawings, forming a part of thisspecification.

This invention relates to improvements in car construction.

As is well known, cars in actual service are subject to enormous shocks,particularly under bufiing. It has-been common practice heretofore toprovide shock absorbing mech-v anism of necessarily limited capacityand'so arranged that the shocks are transmitted to a pair of centersills over a relatively limited area. The capacity of said shockabsorbing mechanisms is not only limited by the space within which theymust be coniined, but also because of the fact that an easy action mustbe provided in order a to absorb the small shocks as well as heavyshocks. The disad vantage of former types of shock absorbingarrangements resides in the fact that the stresses are transmitted totwo sills of the car only over a limited area and unusual or excessiveshocks are transmitted to the car after the shock absorbing device hasgone solid.

It is the object of the present invention to provide an arrangement ofcar construction and shock absorbing device such that all.

ordinary shocks of Ybuiiing and draft are taken care of by the usualgear or shock absorbing devices and excessive shocks are transmitted toall the longitudinal sills of the car at the ends thereof, the lattereii'ect being accomplished by means of what may be termed a resilientend sill.

Another object of the invention, in one ofl its forms, is to so arrangethe parts that all of the shocks, even tliose within the capacity of thegear, are transmitted to all of the longitudinal sills of the car aswell as the excess-ire shocks.

Another and more specific object of thc invention is to provide anarrangement where- -in the stop castings for the gear are resilentlymounted.

Specification of Letters Patent. Patented Jun@ 17 1919,

Application led October 23, 1916.

Serial No. 127,091.

- broken side elevation of the structure illustrated in Fig. 2. Fig. 4is a transverse, enlarged sectional view taken substantially on the line4 4 of Fig. l. And Fig. 5 is a view similar to Fig. l. parts beingbroken away, illustrating another embodiment ci the invention.

Referring to the structure illustrated in Figs. l. 2, 3 and 4, 10u10denote the channel shaped center sills of a car nndeit'raine, ll-lllongitudinal intermediate sills also of channel forni, and lZ-l sidesills of the underframe. Mounted on the ends et the longitudinallyextending sills l0, 1l and l2 are end sill castings 1li- 13, each ofsaid castings 13 extending` from a side sill to the nearest center sill.The castings 13 are each provided with rearwardly extending flanges111-14 riveted to the corresponding longitudinal sills, said flanges 14being suitably reinforced by Webs 15. The castings l-A-l-i are providedwith parallel, upper and lower horizontal flanges lG-l between whieh\isslidably mounted a buiier casting l'l which forms a part'of theresilient end sill. The

casting 17 extends from side io side ell the .A car, but at the centeris extended rearw-ardlyltV in the form of two stop castings or rhee/rplates 18-18, the. latter being inlegraliy united by an uppertransversely extendipg web 19 (see Figs. Q and 4). Fach of the slopcastings 14-14 is provided with rear stop shoulders 20 and front stopshoulders Q1 to cooperate with the followers of the draft gear proper.Mounted between the stop castings 18-18 is the-'draft gear which. asshown, is of a well known friction type comprising a combined frictionshell and spring easing QQ. -friction shoes Q3 and wedge. 241. thelatter bearing against a front Afollower 'The gear is operativelyconnected with the draw bar 26 by a shaped yoke 427 in a well knownmanner. ,The draw bar and ear and also the cheek plates 18 are suita lysupported by means of saddle plates 28 and 29.

Referring now more particularly to theresilient end sill, it will benoted that-the cast` ings 13--13 are each provided with a series of.forwardly extending blocks 30-30 Vequally as indicated at 35. Mountedwithin the re cesses 31 and 3/1 and extending transversely of the carare alseries of relatively heavy plate springs 36, there being two setsof said springs 36, each set extending from the line of thecorresponding'. cheek plate 18 substantially to the side of the car, thesprings being held from accidental displacement by bolts 37. The frontface of the casting 17 isl ribbed as indicated at 38-38 and near 'thecenter where the casting 17 is of the greatest depth, the face is madesolid as indicated at 39, the structure being such that the parts 39 oftwo adjacent cars will come into engagement after the gear proper hasbeen actuated.

From the preceding description, [it will be seen that the cheek plates18-18 are resiliently mounted, but the strength of the plate springs 36is such as to prevent movement of the cheek plates 18 during anyordinary blow transmitted to the draft gear proper. As is well known,the permissible movement of the gear parts is determined by standardpractice and in my construction, the end lsills are so designed that thegear proper will be permitted its full movement before the end sills or.buifer castings come into contact. By this arrangement, the gear properywill 'absorb all ordinary shocks without bringing the heavy springplates 36 into play. In the event of unusual or excessive shocks .beingtransmitted to the gear, the latter will absorb up to its normalcapacity and blows in excess thereof will be absorbed by theplatesprings 36, due lto the fact that the stop castings or cheek plateswill move longitudinally, thus moving the casting 17 relatively to thecastings 13, and iexing the springs 36 against the series -of convexfaces 35. It will be noted that all the shocks transmitted to the gearare distributed to the underframe of the car to the ends of all of the,longitudinal sills, thusproviding a better structure and eliminatingthe concentration of the shocks over a relatively small area on the twocenter sills. The plate springs 36 act, in effect, as an auxiliary shockabsorber to take up all the shocks in excess of the normal capacity ofthe gear proper.

Referring now tothe structure illustrated usual manner. At the end ofthe car', 113

denotes the end sill castings rigidly secured to the longitudinal sills(the intermediate and side sills not being. illustrated on' ac l countof lack of room). Slidably mounted on the castings 113. is the othercasting ll17 of the end sill, said castings 113 and 117'2being providedwith a seriesof. over-lapping blocks 130 and 133 transversely recessedand accommodating transversely extending heavy plate sprdngs 136,similarly to the structure illustrated most clearly in-'Fi' ."ffll.

In the structure illustrated in Fig. 51,'all the blows transmitted tothe lgearfprelier within the capacity of the latter aretr'ansmitteddirectly to the center sills 110. Blows in excess of the capacity of thegear proper are .absorbed by the resilient end sill in the manner albovedescribed in connection "with the structure illustrated inFig. 1.' Moredetailed description of the structure in operation illustrated in Fig. 5is not deemed nec-l essary in view of the prior description of thestructure illustrated in the other figures.' i

Although I have herein showny and described what I now consider thepreferred means of carryin out the invention, the

same are merely ilustrative and I contemplate all changes Iandmodifications that come within the scope of the claims are pendedhereto.

I claim: i V

1. In c ar construction, the combination with an end sill having acushioned movable member adapted to be actuated upon contact with theend sill of an adjacent car, of a main draft gear carried 'by saidmovable member.

2. In car construction, the combination with a car underframe havingside and cen'- ter sills, of a draft gear mounted between the centersills, and. meansy for transferring the shocks from said gear directlyto and at the ends of all of said sills.

3. In car construction, the combination with a car underframe havingcenter and intermediate longitudinal sills, of a draft gear.

mounted between the center sills, and means for transferring the shocks`from said gear directly to and at the ends Aofjall of said? rigidlysecured to the ends of said sills onthe opposite sides of the centerline of the car, a castlng slldably mounted with respect to said firstnamed castings and cushioned with respect thereto, a draft gear, saidmovable casting being provided with cheek plates with which the draftgear is coperable. y

5. In car with a car underframe having a plurality of longitudinallyextending sills, of castings rigidly secured to the ends of said sills,said castings being provided With a vseries of forwardly extendedtransversely recessed blocks, a buffer casting slidably mounted withrespect to the first named castings, the

buffer casting being provided with a corrc- Y spending series ofrearwardly extended transversely recessed blocks, and a series of platesprings extending transversely through said recesses.`

An end sill for ca'rs having longitudinally extending under-frame sills,said end sill comprising, a casting adapted to be rigidly secured to theends of the longitudinal sills, said casting having a series ofoutwardly extended, laterally spaced projections, said projections beingprovided With recesses alined transversely of the car, and an outercasting having inwardly extending, laterally spaced projectionsalternating with construction, the combination those of the first namedcasting and provided also with recesses alined transversely of the car,and spring plates extending through the recesses of the castings andadapted to cushion relative movement between said castings.

7. In car cons' with draft and longitudinally extending sills, of a mainshock absorbing mechanism including stop members interposed bet-Ween endsill including a casting rigidly attached to said draft and longitudinalsills, a second casting movabl y mounted with respect to the first namedcasting, spring means interposed between said castings and adapted toyieldingly resist relative approach or separation of said castings, saidstop members of the main shock absorbing mechanism being movable inunison with the said movable casting of the end sill.

ln witness that I claim the foregoing l have hereunto subscribed my namethis 19th day of Oct. 1916.

i JOHN F. OCONNOR. Witnesses:

Gonnie A. BISHOP, ELIZABETH M. BRITT.

traction, the combination the dra-ft sills, and a resilient end sill,lsaid

